Refrigerator car trolley rail



Sept. 24, 1963 Filed April 5, 1962 B. WITHERS 3,104,621 REFRIGERATR CARTRQLLEY RAIL 5 Sheets-Sheet 1 INVENToR. .eL/ELEzz-z 14x/THERE Sept. 24,1963 Y B. WITHERS 3,104,621

REFRIGERATOR CAR TROLLEY RAIL 'Filed April" 5, 1962 3 Sheets-Sheet 2 rLlPl u1 INVENToR. :Ef-LELE EH WIIHEHE www,

Sept 24, 1963 B. WITHERS 3,104,621

REFRIGERATOR CAR TROLLEY RAIL Filed April 5, 1962 5 Sheets-Sheet 3INVENTOR. EUELEJEH WJTHEEE United States Patent O 3,104,621 REFRIGERATGRCAR TRLLEY RAHJ Burleigh Withers, Western Springs, Ill., assignerto@writ if Company, Chicago, Ill., a corporation of Iliinois Filed Apr. 5,1962, Ser. No. 185,343 5 Claims. (Ci. 164-91) This invention relates toimprovements in overhead trolley rail systems for transport vehicles andmore specifically relates to a novel overhead rail delivery and storagesystem for carcass goods within refrigerated railway cars.

Prior to my earlier development in this tart, described in my jointcopending patent application S.N. 87,835, filed February 8, 1961, forImprovements in Refrigerator Car Trolley Rail, substantially all meatpackers refrigerated railway cars contained a plurality of separate,unconnected supports from which carcass goods were suspended on hooks.In loading :and unloading those cars, it was necessary for ya number oflaborers to manually carry heavy carcass items from a loading dock intothe car or to unload them from the car onto the dock. Carcass goodsincluding beef, lamb and veal could be conveyed on overhead trolleysystems along the docks but had to be lifted therefrom and repositionedon relatively stationary hooks within the railway cars. Thus the loadingor unloading of those railway cars, where carcass goods had to besuspended from `an overhead structure, required laborers to lift heavyitems both inside and outside the car to hang them from differentoverhead fixtures.

While I am aware that certain other systems had previously been proposedfor railway cars whereby suspended goods could be moved therein ontrolleys, prior to my earlier invention described in the aforementionedapplication, such systems have either, in the complete absence of railswitches, required a number of removable rails to be shifted betweenvarious positions within the car during loading, and removed when thecar is readied for transport, or have involved relatively short storagerails disposed transversely ofthe railway car and accessible only by wayof ya lengthy longitudinal delivery rail and thus have required a veryhigh number of relatively expensive switches. Furthermore, such systemshave resulted in the loss of a substantial amount of storage spacewithin a car.

My earlier disclosed overhead r-ails systems overcame thesedisadvantages of the prior art, yand possessed the additional advantageof being equally accessible `from either side of the transport vehicle.Furthermore, my prior systems virtually eliminated `any need forbacktracking trolleys through switches for loading or unload-ing througheither side ofthe railway car. However, to obtain the latter advantage,it was necessary to provide at least one separate switch element for`each storage rail within the car. Also, where Ythe storage rails werelongitudinally disposed, it was preferred to provide a specific mountingplate for the switches, and this involved some fabrication problems andadditional costs.

Moreover, I have found that the highest utilization of space within avehicle, and gre-atest ease in loading or unloading such vehicles withconsequent operational cost advantages is obtained with systems whereinthe storage rails are located longitudinally of the vehicle.

Accordingly, it is a primary object of this invention to provide apermanent overhead rail system `for transport vehicles at minimum costlwhich 4is compatible -with overhead rail systems at loading facilitiesand provides for overhead conveyance of items to be loaded from thelatter unto anyvof `a plurality of longitudinal storage rails within thevehicle.

It is another object of this invention to provide a permanent overheadrail system for a railway car including ya plurality of longitudinalstorage rails `and a minimum num- 3,194,621 Patented Sept. 24, 1963 icebei' of switches providing access from the exterior of the car to any ofsuch storage rails.

The overhead trolley rail system I have devised to obtain theseadvantages is basically comprised of two sets of parallel longitudinallydisposed storage rails which extend from opposite ends of a vehicle toabout the center thereof where they terminate with ends curved towardone side and an yaccess door of the vehicle. A plurality of threewayswitches equal in number to the rails in one set (one half the totalnumber of rails) are positioned in a line transverse of the vehicle -atabout the center thereof between the ends of the sets of storagerails.The threeway switches are positioned to be directly [accessible to theaforementioned one side and access door; and a nurnber of short railportions lare located between the sever-al switches. Additionally alead-in rail extends between the :aforementioned one access door and thelirst switch, and a stub rail extends bet-Ween the opposite side anddoor of the vehicle and the last switch. Each switch is selectablyadjustable to connect the preceding -straight rail portion from thepreceding switch (or Vfrom the lead-in rail) to one storage rail ofeither set or a subsequent rail portion to the next -switch (or 4to thestub rail).

Further objects and -advantages lwill become apparent upon reading thefollowing description of one embodiment of my invention in conjunctionwith the drawings wherein:

FIGURE 1 is a diagrammatic plan view of the preferred I overhead raillayout of my present invention;

FIGURE 2 is a perspective view of a portion of the preferred rail layoutwith parts removed, showing one switch :and the mounting for anadditional switch turntable, the latter turntable being omitted;

FIGURE 3 is a sectional elevational View of a preferred storage rail;iand -f FIGURE 4 is a perspective View of a railway car, with partsbroken away, containing the present invention.

Referring to FIGURES l `and 4 `a preferred overhead rail system is showninstalled within a railway car 'generally 9. As is usual in railway carconstruction, centrally located access doors are provided at each sideofthe car structure. The present overhead rail system includes arelatively short lead-in rail segment 1li at one access door, and ashort stub rail 11 at the opposite access door aligned with the lead-inrail.

In the preferred system a plurality of longitudinal storage rails 12 aremounted in one end of the car 9.A The preferred rail 12 is curved sothat its end portion at the center of the car is vsubstantiallyperpendicular to the storage portion of the rail. A shallow recess 13 iscut into the top surface of each rail 12 along the curve; and

' the end portion of each rail 12 is in the form of a straight segment14 aligned between the lead-in rail 1d and stub rail 11.v Furthermorethe straight segment 14 of each storage rail 12 terminates in a relievedseat 15 (visible in FIGURE 2) which is cooperable with a three-Wayswitch shown generally at 16.

A second set of parallel storage rails 18 are positioned longitudinallyof the car extending from the opposite end thereof to about the center.The latter rails terminate at about the center of the car in a slightcurve ending in relieved seats 19 similar to the seats 15 at the ends ofrails 12. s f

All of the rails 12 and 18 are positioned parallel to one `another andlongitudinally of the car 9, Each rail 13 is substantially aligned witha corresponding rail 12 at the opposite end of the car.y fI have foundthat where the overhead rail system issto be utilized in supportingcarcass goods from packing houses when suspended from the usual typetrolley found in packing houses, the upper surface of the rails 12- and18 should be at least 77% inches above the floor of the car.Additionally, it is de- 3 sirable to provide 14 inch center line spacingbetween adjacent rails and at least 6 inches spacing of the outermostrails from the walls of the car. A uniform suspen- V sion system of theusual type hangers suspends the rails 12 and 18 at the aforementionedheight from the ceiling of the railway car 9.

As may be best seen in FlGURE 2 each three-way switch structuregenerally 16 comprises a switch mounting plate 22 which is secured tothe inside of the curved section of each rail 12 adjacent the recess 13therein. It should also be noted in FIGURE 2 that the recess 13 extendsto the beginning of the straight segment 14 of the storage rail 12. Eachswitch mounting plate 22 is also supported from the ceiling structure ofthe car 9 by a separate hanger 20. No unusual or special supportingstructure for the system of rails and switches is required.

A switch turntable 24 is xed to a downwardly extending shaft 2S whichextends through a hole in the appropriate mounting plate 2,2. In FIGURE2 it may be seen that the turntable 24 supports a right curved tracksection 26, a straight track section 23 and a left curved track section30. Each of these track sections extends slightly beyond the limits ofthe turntable so as to be engageable with the appropriate seats 15 and19 and the recess 13. The turntable 24 andshaft 25 are manuallyrotatable upon the mounting plate 22 to bring any one of threeperipherally mounted track sections into connection between precedingstraight track segment 14- and, respectively, one of either thelongitudinal storage portion of rails 12 or 13, or the followingstraight track section of the next adjacent storage rail 12.

The turntable 24 of each switch, generally 16, also contains threealignment holes 32 which are cooperable with a pin 34 secured to therespective mounting plate 22. The switch 16 is operated through a handle36 which extends downwardly from shaft below the mounting plate 22 so asto be manipulated by an operator. The handle 36 need merely be lifted toraise the switch turntable 24 above the pin 34 and rotated to connectthe proper track section 26, 2S, or 31) between the appropriate railmembers.` The turntable is then lowered onto the mounting plate 22 andpin 34 will extend through an appropriate alignment hole 32 to correctany slight maladjustment of the turntable and to prevent the switch 16from being displaced from the selected position.

lt may also be noted in FGURE 2 that the ends of each straight tracksegment 14 and storage rails 13 are provided with pivoted and weightedtrack stops 3S which extend upwardly to prevent trolleys from rollingolf of the rails when the switch is open, and will be pivoted to aninoperative position by the switch when the latter is closed upon theappropriate section of rail.

ln FIGURES 2 and 3 it will also be noted that the longitudinal storageportiony of each rail 12 and 13 is provided with a coextensive overheadtrolley retainer generally fill. The trolley retainer dil is preferablyof extruded metal in the form of an angle 41, one arm of which has anoutwardly turned ange 42. The retainer 4i) is secured to the hangers 2liso that the flange 42 is disposed outwardly and downwardly with respectVto the storage rail. Distance between the retainer itl and rail i ce,

is such that a trolley "(not shown) may ride freely upon p the railwhile the upper part thereof is beneath the angle piece 41 and withinthe llange 42. yThis willY prevent the trolley from being bounced orswung from the rail either y during loading or unloading operations andwhile the car is being transported.

Operation of the system of this invention will have become obvious fromthe preceding description. To load a car 9 provided with such anoverhead rail system, it is merely necessary to connect the lead-in railto the existing a The switch 15 at the far side of the car is turned tooneV i of either rails 12 or 18. Thereafter items are trollied from thedock across the lead-in rail 1t) and switches 16 to the selected storagerail.' When one of either rails 12 or 18 have been filled the switch 16is turned to the op.- posite rail and the latter is lled. Thereafter thenext preceding switch 16, in the direction of the lead-in rail 1%, isturned alternately to rails 12 and 1S. This method is repeated until thecar is filled. To unload the car the steps are substantially reversed,first discharging material from the rails 12 and 18 closest to thelead-in rail 10. If the car 9 should be delivered to a loading dockfacility with the stub rail 11 adjacent the dock, a similar Ithe storagerails 12 vand 18. However, as the operation applies to rails 12 and 18closer to the stub rail 11, the

number of back switching steps may be reduced simply by iirst running asmany items as possible backwardly.

upon 'adjacent straight track segments 14 and switches 16 and then`connecting lthe appropriate switch 16 to directV that number of itemsto either storage rail 12 4or 18, or to :the stub rail 11 for loading orunloading respectively.V

Obviously many modifications and variations of the invention ashereinbefore set forth may be made without departing yfrom the spiritand scope thereof, and therefore only such limitations should be imposedias are indicated in the appended claims.

I claim:

1. An improved overhead rail system lfor railway cars or the like havingcentrally disposed access doors, said rail system comprising: Iaplurality of first storage rails disposed substantially longitudinallyof the railway car and extending from about the center of the car to oneend thereof, each of said lrs-t storage rails being curved at `about thecenter of the car toward one access door and terminating in a straightportion perpendicular to said storage rail and extending to near thenext of said lirst rails toward said door; a plurality of second storagerails disposed substantially longitudinally of said car opposite saidrst rails, said second rails extending from the oppo-k straight portionVof the next of said lirst rail from said door.

n2. 'Bhe improved system of claim 1 wherein a plurality 'v Aorlongitudinal retainer guards are secured above said first andsecondstorage rails `to prevent items suspended n from said rails frombeing displaced therefrom.

3. An. improved overhead rail system for railway cars ior the hke havingcentrally disposed access doors, said q rail system comprising: aplurality of first storage rails disposed substantiallylongitudinally'of the railway car Y andextending from about the centerof the car to one end thereof, each of said first storage rails beingcurved at about the center of the car toward one access door andterminating in a straight portion perpendicular to said storage rail andextending to near the next of said first railstoward said door, the endof said straight portion be- 1 ing relieved to form a seat, each of saidstorage rails alsoYk having a recess on the curved part thereofextending from said straight portion; a plurality of second storagerails equal in numiber to said first rails, said second storage railsbeing disposed substantially longitudinally of said car opposite saidfirst rails and extending from the oppol f site end of the car to aboutthe center thereof whereat said rails are curved toward said door iandrelieved to Y Vf-orrn a seat at the end thereof; and three-way switches,

mounted to said rst rails adjacent each recess thereon,k eachV of saidswitches being ladjustable across said recess and said seats toselectively connect said straight portion of a first rail to one of saidrst and second storage rails 3, 1 O4, 62 1 5 and `the straight portioncaf the next of said rst rail from said door.

4. The improved system of claim 3 wherein each three- Way switehcomprises a turntable and three track segments mounted thereen, the endsof said segments extending be- 5 yond said turntable and ybeingcooperable respectively with 440,907 said recess and between said recessand said seats to selec- 624,302 tively connect said rails. 1,144,371

5. The improved system of claim 3 wherein a lplurality 1,878,605

of longitudinal retainer guards are secured above said 10 2,960,940

rst and second storage rails to prevent items suspended from said railsfrom being displaced therefrom.

References Cited in the le of this patent UNITED STATES PATENTS WetzlerNov. 18, 1890 Cook May 2, 1909 Miller June 29, 1915 Schmidt et al Sept.20, 1932 Schreyer Nov. 22, 1960

1. AN IMPROVED OVERHEAD RAIL SYSTEM FOR RAILWAY CARS OR THE LIKE HAVINGCENTRALLY DISPOSED ACCESS DOORS, SAID RAIL SYSTEM COMPRISING: APLURALITY OF FIRST STORAGE RAILS DISPOSED SUBSTANTIALLY LONGITUDINALLYOF THE RAILWAY CAR AND EXTENDING FROM ABOUT THE CENTER OF THE CAR TO ONEEND THEREOF, EACH OF SAID FIRST STORAGE RAILS BEING CURVED AT ABOUT THECENTER OF THE CAR TOWARD ONE ACCESS DOOR AND TERMINATING IN A STRAIGHTPORTION PERPENDICULAR TO SAID STORAGE RAIL AND EXTENDING TO NEAR THENEXT OF SAID FIRST RAILS TOWARD SAID DOOR; A PLURALITY OF SECOND STORAGERAILS DISPOSED SUBSTANTIALLY LONGITUDINALLY OF SAID CAR OPPOSITE SAIDFIRST RAILS, SAID SECOND RAILS EXTENDING FROM THE OPPOSITE END OF THECAR BEING SLIGHTLY CURVED AT ABOUT THE CENTER OF THE CAR TOWARD SAIDDOOR; AND A PLURALITY OF THREE-WAY SWITCHES CONNECTED TO THE FIRST RAILSAT THE CURVE THEREIN, EACH OF SAID SWITCHES BEING ADAPTED TO BESELECTIVELY ADJUSTABLE TO DIRECT ITEMS ENTERING THE CAR FROM SAID DOORTO ONE OF SAID FIRST AND SECOND RAILS AND THE STRAIGHT PORTION OF THENEXT OF SAID FIRST RAIL FROM SAID DOOR.